Oil-splash lining for pistons



arch i928.

R, oLE on. SPLASH LINING ROR PIsToNs Filed 'Mayv 24. -192g Y 2 sheets-sheet 1 Patented Mar. 27, 192.

UNITED Vs'rxras f vPATENT A,ol-Flea RIcRaRn conn, on RRRANR, CALIFORNIA.

D11-SPLASH -LINING FOR PISTONS.

- Application led Hay 24,

- tive heat present in the inside of the piston and on vthe walls thereof, and more particularly the under surface of the piston head.

The oil thus continuously exposed is ruined by being heated, cracked, burned, cooked, fried, vaporized, carbonized and wasted in consequence, causing rapid deterioration, a high rate `of sedimentation, becoming less viscous, thereby lowering its lubricatlng quality. Therefore, the result is rapidly worn parts, such as pistons, piston rings, cylinders, and bearings.

As the working temperature of the piston head is about `900 to 1100 degrees Fahrenheit, it will readily be seen that this heat is the rincipal cause of a chemical and a physlcal change in the lubricating oil.

The vapor'izlng loss is caused by this heat, and therefore, a residual condition is reached more rapidly than would be the case werethis condition eliminated as will be hereinafter set forth. 1

' An object of this invention is to `provide means that will preclude oil fromwashing over the inside surface of the iston of an internal combustion engine,'an more particularly the upper inside portion thereof.

Another object is to provide a light drawn sheet metal lining of suitable shape fixed in the piston wherein the oil will be prevented from vcoming in contact with and be insulatedV from the highly heated under surface of the piston Vhead and inside of the piston skirt of an internal combustionv engine piston.

Another' object is to provide an attachable linifng adapted to be placed in the inside of a piston of an internal combustion engine supported by the wrist-pin and the lower edgeof the piston skirt.y v

A further object is to provide a lining -held in the piston of an internal combustion engine bythe wrist-pin thereof and further 1922. Serial No. .$83,328.

supported by the rim fitting a portion ofthe piston skirt, thereby formin an air chamber etween the inside walls o the piston and the lining.

With the above and other objects in view the invention consists in the novel construction as herein described and claimed, and i1- lustrated in the accompanying drawings, in which Figure 1 is a vertical cross section of an internal combustion engine of the automotive type, showing the piston lining attached in position, in one form of piston.

Fig. 2 is an enlarged fragmentary vertical cross section as seen on the line 2 2 of Fig.

1, and at a right' angle thereto.

Fig. 3 is a plan view of the attachable piston lining.

Fig. 4 is a side elevation of the attach-l able piston lining,f`t partly broken away to clearly show the construction.

Fig. '5 is a perspective f the attachable piston lining. Fig. 6 is a vertical cross section of another fclirm of piston assembly with the lining in p ace:

Fig. 7 is a vertical cross section as seen on the line 7-7 of Fig. 6 and at a right angle thereto.

Fig. 8 is a perspective of a modified form of lining the side walls of which are fiattened.

Fig. 9 is a perspective of another modified form of lining, the side walls of which form a cone.

Fig. 10 is a fragmentary perspective showing one of the radial drain ducts inthe viiange of the lining.

Fig. 11 shows a section 'of a modified form of pliston having a lining cast integral therewit More specifically, an attachable piston lining 10, is fixed in a piston 11, of an internal combustion engine 12 as shown in Fig. 1) in which the piston 11 is reciprocally mounted in the cylinder 13, and oscillatably secured to a connecting rod 14, by a wristpin 15, the connecting rod 14 being rotatably bolted to a crank pin 16 of the crankshaft 17 carried in the crankcase 18 to which the -cylinder 13 is fixed.

As the piston 11 moves downwardly the crankshaft 17 is revolved, whereu on it strikes a bath of lubricating oil (not s own) in the crankcase 18 which is splashed in all directions. At this time, a great amount of this \oil is -splashed against the lining 1n the piston 11 as it is now near its lower position in the cylinder 13 and near the top 19 of the crankcase 18 at the timeof the fullest agitation of the lubricating oil.

By reason of the lining 10 fixed into the piston 11 the lubricating oil w1ll be prevented from washin over the highly heated inside surface 20 0 the piston 11. The oily being arrested by the lining 10 will therefore drain to the crankcasc without splashing in the .piston 11.

Referring to Fig. so as to slide between the inner faces 21 of the wrist-pin bosses 2-2.

In Figs. 3, 4, and 5 I have shown the attachable lining 10 apart from the plston 11 so that it may be described in detail. The side wall 23 is cylindrical in shape and forms a dome 24 at its upper end, and the lower ortion 25 Ais open; there being an annular lflan e 26 formed to conform and fit the bea or rim 27 of the piston skirt.

As stated before, the upper portion is formed to fit between Vthe wrist-pin bosses 22, thereby making oppositely disposed faces 28, the said faces being pierced in the central portion thereof making openings 29 of a size to allow the entrance of wrist-pin 15,

-so that when the linin 1() is pushed upwardly into piston 11, t e openings 29 will align with' the openings 30 in the wrist-pin bosses 22 so as to permit the wrist-pin 15 to enter and engage connecting rod 14 for P assembly therewith, said openings 29 in the linin 10 being a close t on the wrist-pin 15. lso the side faces 28 fitting closely the faces 21 of the wrist-pin bosses 22 allow for the usual and conventional clearance for the connecting rod end 31 which is necessary in engine construction.

The lower ortion 25 and iiange 26 fitting the rim 27 ofp the piston skirt and the openings 29 fitting the wrist-pin prevents any movement ofthe lining 10, as it moves as though integral with the piston 11.

Any oil that may work past the lining 10 at the wrist-pin openings 29 from the inside of the lining 10 or from the openings 30 to the chamber 32 between the llning 10 and the inside of the piston 11 will not come in contact with the under surface 20 of the the piston) but will travel downwardly and drain between and past the rim 27 of the"l piston 11 and flange 26 of the lining 10 in small radial ducts 33 (shown in Fig.- 1Q) 2 the lining 10 is shaped sages' for the free circulation of air to and from the crank case, which air will have a cooling effect on the piston so the head thereof will not overheat and cause pre-ignition in the combustion chamber. If these ducts gere not provided the piston would overeat.

formed in the lining 10 after. said lining is placed in the piston 11 to more firmly set the lower portion 25 of the lining 10 against the rim 27 of thepiston skirt.

A drip point 35 vis formed in the top of the dome portion 24 of the lining 10 so that oil splashed thereon will drip to the oil feed opening 36 in the end 31 of the conneet-ing rod 14 to lubricate the wrist-'pin 15 as in this form of piston assembly the wristpin is held in lace by a set screw 37 in the piston 11 and'is free in the connecting rod. With this'construction an'opening 38 is made in the lining for the use'of this set screw.

In the construction shown in Figs. 6 and 7 the wrist-pin 39 is held in the connecting rod 40 and 1s free in the wrist-pin bosses 41 in the piston 42 and'thereforev the drip point 35 and set screwv opening 38 are not necessary. v y

The modied lining 43 and 44 shown in Figs. 8 and 9-can be used in a form of piston assembly wherein a ring is so placed that it will encompass the ends of the wrist-pin thereby keeping it in place; in this construction the connecting rod is free on the wrist- In Fig. .11 I have shown a modified piston having a lming formed integral with the pis- As shown in Fig. 2 small beads 34 may be A `not the urpose stated herein.

T e present conventional pistons now in' use will not have to be altered as this piston lining can be made to slip in place and held without the use of fastemngs.

In keeping the oil away from the inside walls of the piston carbon scale cannot form thereon and drop into the oil supply in the crankcase, subsequently working into the bearings and oil pumpv and causing trouble at these points.

In placing my lining in thel piston v (as shown in the drawings) `I prevent the oil from splashing on the hot inner surface of the piston head and walls of the piston, conlining the oil splashed upwardly to the in- Sideof the lining and to its proper place on the cylinder walls. l

The temperature of the oil will not then rise above the normal heat from the bearings and upper crankcase. The oil will' remain formed on the flange portion 26 to carry oil?!s durable and eicient for a longer eriod of any oil present, so that this small amount of oil will not be trapped and held in the lower cavity of the chamber 32 between the lining 10 and pistonskirt.

The ducts or vents 33 also provide air pastime retaining to an appreciable egree its original statevof viscousness, moreover, it will also have a greater resistance to the heat of 2700 degrees Fahrenheit temperature, obtained at the time of explosion in the los combustion chamber, as it has not been preheated as is now the casein this type of engine.

At present, all things considered, the oil working on the cylinder walls has a better chance than the oil being splashed into the inside of the piston, that is: the greater part of the oil that burns on the combustion chamber wall space passes olf while the oil continually s lashed on the inside of the piston becomes iieated and burned to a certain extent thereby lowering its value and thereafter drainin into the crankcase to mix with the oil supp y contained therein. The oil, baed as disclosed will be presented on the combustion chamber walls in better condition to resist the intense combustion heat maintained. The oil protecting lining on account of its being entirely out of contact with the piston head or the piston ring belt and its relatively small amount of contact had with the piston at the comparatively cool rim of the piston skirt, and w1th the air chamber thus formed insures a practical insulation from high temperature for the oil.

From the foregoing it is apparent that continuous chemical reactions within the oil due to heat are inevitable and each time the new supply of oil is pla-ced in the crankcase it is subject to rapid changes and is partially dissipated from contact with the old oil remaining in the crankcase that has been to a great extent burned out, therefore, by protect-ing the lubricating oil from the .destructive heat of the inner surface of the piston a bet-ter workin condition for the oil is obtained thus pro onging its life and resulting in less wear to the surfaces of the working parts.

It is logical to conclude, therefore, that the heating, burning and destruction of the lubricating oil in the crankcase depends upon the operating temperatures of motor parts with which it comes in contact, particularly the highly heated lower surface of the piston head.

While I have-shown the preferred form of construction I do not limit or restrict the invention to the exact details shown, as

various modifications may be made without departing from the spirit of the invention as claimed.

I claim:

1. A splash lining for a piston adapted to be placed therein, said splash lining provided with air circulating and oil drainage ducts formed in the lower portion thereof, said lower portion of said lining having contact with the skirt of a piston -when placed therein.

.ing onto the under side of the 2. In combination with an internal combustion engine piston provided with a wrist pin, means comprisin a lining adapted to prevent oil from splasing internally of said piston, and ducts formed in said lining, to extend outwardl around the lower edge of the piston to allybw air to circulate therein and oil to drain therefrom.

3. In combination with an internal combustion engine a piston comprisin a head, a skirt depending therefrom, a lining forming a splash preventing closure extending upwardly inside the skirt from the lower portion thereof so as to be spaced Ifrom the under side of the head andthe skirt excepting the annular edge, and ducts formed in the lower ortion of the piston where the skirt and lining contact with the openings of said ducts facing away from the direction of splashing oil, said piston and lining being perforated to permit the insertion of a wrist pin therethrou h.

4. The combination with an internal combustion engine piston, of a separately formed member arranged within the piston and ositioned so as to prevent' oil from splashiston head andthe inner surfaces of the s 'rt of Said piston, and there being air circulation ducts formed in the lower ortion of said oil splash preventing mem er, the openings of which are disposed away` from the oil in the cra-nk case of said engine.

5. The combination with an internal combustion engine piston, of a lining arranged Within the piston to prevent oil from splashing therein, an annular flange formed on the lining to bear against the bottom of 'the piston skirt at an angle to the piston side walls, and combined air venting and oil drainage ducts formed in the lower portion of the lining and flange.

6.`An oil splash liningd for pistons comprising in com ination, a piston, a wrist pin, a perforated dome shaped lining having the upperportion indented on opposite sides to clear the wrist pin bosses within the piston, said perforations formed to permit the insertion of thewrist pin therethrough after said member is placed in said piston for securing said member in place, said lining provided with an annular flange to fit the bottom edge ing and 011 drainage ducts formed in the flan e and lower portion of said member, so t e openings of the ducts face outwardly near the outer surface of said iston to prevent'oil from splashing on t e inner side walls and bottom of the iston head.

R HARD COLE.

of the piston, and air circulat- 

